Vehicle control device, vehicle control method, and computer-readable storage medium

Abstract

The present application relates to a vehicle control device, a vehicle control method, and a computer-readable storage medium storing a program, which appropriately perform driving assistance based on a possibility of collision between vehicles. The vehicle control device estimates a future trajectory of a host vehicle based on information indicating a running state of the host vehicle, and estimates a future trajectory of another vehicle different from the host vehicle based on information indicating a running state of the another vehicle. The vehicle control device determines whether or not to execute the driving assistance based on a change in position of an intersection of the future trajectory of the host vehicle and the future trajectory of the another vehicle, and executes the driving assistance in a case where it is determined to execute the driving assistance.

Description

Technical Field

[0001] This invention relates to a vehicle control device, a vehicle control method, and a computer-readable storage medium for storing programs. Background Technology

[0002] Patent Document 1 describes the following: In driver assistance processing based on the probability of collision between vehicles, when the predicted trajectory of the vehicle intersects with the predicted trajectories of surrounding vehicles at a point X, a determination area is set based on the intersection point X, and it is determined whether an intersection node exists within the determination area. Patent Document 1 describes using a straight line extending in the absolute direction from the current position of the vehicle as the predicted trajectory of the vehicle, and using straight lines extending in the absolute direction from the current positions of surrounding vehicles as the predicted trajectories of the surrounding vehicles.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2017-91502 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] The shape of a road leading to an intersection is not limited to a straight line; it can be a shape that connects to the intersection while turning. In such cases, appropriate driver assistance is required based on the probability of collisions between vehicles.

[0008] The purpose of this invention is to provide a vehicle control device, a vehicle control method, and a computer-readable storage medium for storing programs that provide appropriate driving assistance based on the probability of collisions between vehicles.

[0009] means for solving problems

[0010] The vehicle control device of the present invention comprises: a first acquisition unit that acquires information indicating the driving status of the vehicle; a first estimation unit that estimates the future trajectory of the vehicle based on the information indicating the driving status of the vehicle acquired by the first acquisition unit; a second acquisition unit that acquires information indicating the driving status of other vehicles different from the vehicle; a second estimation unit that estimates the future trajectory of the other vehicles based on the information indicating the driving status of the other vehicles acquired by the second acquisition unit; a determination unit that determines whether to perform driving assistance based on the position change of the intersection point of the future trajectory of the vehicle estimated by the first estimation unit and the future trajectory of the other vehicles estimated by the second estimation unit; and an execution unit that executes the driving assistance when the determination unit determines that the driving assistance should be performed.

[0011] The vehicle control method of the present invention is a vehicle control method executed in a vehicle control device, comprising: a first acquisition step, in which information representing the driving status of the vehicle is acquired; a first estimation step, in which the future trajectory of the vehicle is estimated based on the information representing the driving status of the vehicle acquired in the first acquisition step; a second acquisition step, in which information representing the driving status of other vehicles different from the vehicle is acquired; a second estimation step, in which the future trajectory of the other vehicles is estimated based on the information representing the driving status of the other vehicles acquired in the second acquisition step; a determination step, in which a determination is made based on the position change of the intersection point of the future trajectory of the vehicle estimated in the first estimation step and the future trajectory of the other vehicles estimated in the second estimation step; and an execution step, in which the driving assistance is executed if the determination step determines that the driving assistance is to be executed.

[0012] The computer-readable storage medium containing the stored program of the present invention stores a program that enables a computer to function in the following manner: acquiring information indicating the driving status of the vehicle; estimating the future trajectory of the vehicle based on the information indicating the driving status of the vehicle; acquiring information indicating the driving status of other vehicles different from the vehicle; estimating the future trajectory of the other vehicles based on the information indicating the driving status of the other vehicles; determining whether to perform driving assistance based on the position change of the intersection point of the future trajectory of the vehicle and the future trajectory of the other vehicles; and performing driving assistance if it is determined that driving assistance should be performed.

[0013] Invention Effects

[0014] According to the present invention, driving assistance can be appropriately provided based on the probability of collision between vehicles. Attached Figure Description

[0015] Figure 1 This is a diagram showing the configuration of a vehicle's control system.

[0016] Figure 2 This is a diagram representing the functional blocks of the control unit.

[0017] Figure 3 This diagram illustrates the processing of driver assistance systems.

[0018] Figure 4 This is a flowchart representing the control processing of driver assistance systems.

[0019] Figure 5 This is a flowchart representing the control processing of driver assistance systems.

[0020] Figure 6 This is a flowchart representing the control processing of driver assistance systems.

[0021] Figure 7 This is a flowchart representing the control processing of driver assistance systems.

[0022] Figure 8 This diagram is used to illustrate an example where the intersection point is determined to be far from the vehicle.

[0023] Figure 9 This is a flowchart representing the control processing of driver assistance systems.

[0024] Figure 10 This is a flowchart representing the control processing of driver assistance systems.

[0025] Figure 11 It is a diagram used to illustrate the assignment of priorities.

[0026] Figure 12 It is a diagram used to illustrate the assignment of priorities.

[0027] Figure 13 This is a flowchart representing the control processing of driver assistance systems.

[0028] Figure 14 This is a diagram used to illustrate the process of determining the objects of control processing for driving assistance.

[0029] Figure 15 It is a flowchart representing the process of making decisions about the objects of control processing for driving assistance.

[0030] Figure 16 This diagram illustrates the processing of driver assistance systems.

[0031] Figure 17 This diagram illustrates the processing of driver assistance systems.

[0032] Explanation of reference numerals in the attached figures

[0033] 1: Vehicle; 200: Control unit; 205: Drive control unit; 207: Communication control unit; 213: Drive force output device; 214: Steering device; 215: Braking device; 217: Display device; 219: Communication device. Detailed Implementation

[0034] Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. Furthermore, the following embodiments are not intended to limit the invention to which the technical solution pertains. Additionally, not all combinations of features described in the embodiments are necessarily essential to the invention. Two or more features from the plurality of features described in the embodiments may be arbitrarily combined. Furthermore, identical or identical components are labeled with the same reference numerals, and repeated descriptions are omitted.

[0035] [First Implementation]

[0036] Figure 1 This is a block diagram of a vehicle control device (driving control device) according to one embodiment of the present invention, controlling vehicle 1. Figure 1 The diagram shows a general outline of vehicle 1 in top and side views. As an example, vehicle 1 is a sedan-type four-wheeled passenger vehicle.

[0037] Figure 1 The control device includes a control unit 2. The control unit 2 includes multiple ECUs 20 to ECU 29 that are communicatively connected via an in-vehicle network. Each ECU includes a processor (such as a CPU), storage devices such as semiconductor memory, and interfaces for external devices. The storage devices store the programs executed by the processor and the data used by the processor during processing. Each ECU may also have multiple processors, storage devices, and interfaces. Furthermore, Figure 1 The configuration of the control device can be used as a computer to implement the invention involved in the program.

[0038] The functions of each ECU 20 to ECU 29 will be explained below. Furthermore, the number of ECUs and their functions can be appropriately designed, and can be refined or integrated compared to this embodiment.

[0039] ECU20 performs controls related to the autonomous driving of vehicle 1. In autonomous driving, it automatically controls at least one of the steering and acceleration / deceleration of vehicle 1. In the control example described later, it automatically controls both steering and acceleration / deceleration. Furthermore, in this embodiment, the case where vehicle 1 can perform autonomous driving is described, but the operation of this embodiment is not limited to autonomous driving. In addition, in this embodiment, the term "autonomous driving" includes not only control in which the driver does not participate in the driving of vehicle 1 at all, but also control that partially automates the driving of vehicle 1 and driver assistance for driver 1.

[0040] ECU 21 controls the electric power steering system 3. The electric power steering system 3 includes a mechanism for steering the front wheels according to the driver's driving operation (steering operation) on the steering wheel 31. Additionally, the electric power steering system 3 includes a motor that provides driving force for assisting steering operation or automatically steering the front wheels, a sensor for detecting the steering angle, etc. When the vehicle 1 is in automatic driving mode, ECU 21 automatically controls the electric power steering system 3 in accordance with instructions from ECU 20 to control the direction of travel of the vehicle 1.

[0041] ECUs 22 and 23 control the detection units 41 to 43, which detect the surrounding conditions of the vehicle, and process the information of the detection results. Detection unit 41 is a camera (hereinafter sometimes referred to as camera 41) that captures images of the front of the vehicle 1. In this embodiment, it is mounted on the front of the vehicle 1 inside the windshield. By analyzing the images captured by camera 41, the outline of the target object and lane markings (white lines, etc.) on the road can be extracted.

[0042] The detection unit 42 is a Light Detection and Ranging (LIDAR) system, which detects targets around the vehicle 1 or measures the distance to targets. In this embodiment, five detection units 42 are provided: one at each corner of the front of the vehicle 1, one at the center of the rear, and one on each side of the rear. The detection unit 43 is a millimeter-wave radar (hereinafter sometimes referred to as radar 43), which detects targets around the vehicle 1 or measures the distance to targets. In this embodiment, five radars 43 are provided: one at the center of the front of the vehicle 1, one at each corner of the front, and one at each corner of the rear.

[0043] ECU 22 controls one side's camera 41 and each detection unit 42, and processes the detection results. ECU 23 controls the other side's camera 41 and each radar 43, and processes the detection results. By having two sets of devices to detect the vehicle's surroundings, the reliability of the detection results can be improved. In addition, by having different types of detection units such as cameras and radars, the vehicle's surrounding environment can be analyzed from multiple perspectives.

[0044] ECU 24 controls the gyroscope sensor 5, GPS sensor 24b, and communication device 24c, and processes the detection or communication results. The gyroscope sensor 5 detects the rotational motion of vehicle 1. The path of vehicle 1 can be determined based on the detection results of the gyroscope sensor 5, wheel speed, etc. The GPS sensor 24b detects the current position of vehicle 1 (e.g., latitude and longitude). The communication device 24c wirelessly communicates with a server providing map information, traffic information, weather information, etc., and acquires this information. ECU 24 can access a database 24a built in a storage device. Database 24a is, for example, a map information database, and ECU 24 performs route searches from the current location to the destination, etc. In this embodiment, database 24a includes a database that stores the speed information and time information of vehicle 1 or other vehicles in a corresponding manner. Furthermore, database 24a can also be constructed as the aforementioned database of traffic information, weather information, etc.

[0045] ECU 25 includes a communication device 25a for vehicle-to-vehicle and road-to-vehicle communication. The communication device 25a wirelessly communicates with other vehicles in the vicinity, exchanging information between them. The communication device 25a has various communication functions, such as Dedicated Short Range Communications (DSRC) and cellular communication. The communication device 25a can also be configured as a TCU (Telematics Communication Unit) including transmitting and receiving antennas. DSRC is a one-way or two-way short- to medium-range communication function, enabling high-speed data communication between vehicles and between vehicles and the road.

[0046] ECU 26 controls power unit 6. Power unit 6 is a mechanism that outputs driving force to rotate the drive wheels of vehicle 1, and includes, for example, an engine and a transmission. ECU 26 controls the engine output, for example, in response to driver operations (accelerator or acceleration) detected by the operation detection sensor 7a located on the accelerator pedal 7A, or switches transmission gears based on information such as vehicle speed detected by the vehicle speed sensor 7c. When vehicle 1 is in automatic driving mode, ECU 26 automatically controls power unit 6 in response to instructions from ECU 20, controlling the acceleration and deceleration of vehicle 1.

[0047] ECU27 controls lighting devices (headlights, taillights, etc.), including the turn indicator 8 (turn signal). Figure 1 In the case of this example, the direction indicator 8 is located at the front of the vehicle 1, the door rearview mirror, and the rear.

[0048] ECU 28 controls the input / output device 9. The input / output device 9 outputs information to the driver and receives information from the driver. The sound output device 91 reports information to the driver via sound. The display device 92 reports information to the driver via image display. The display device 92 is, for example, positioned in front of the driver's seat, forming an instrument panel, etc. Furthermore, while sound and display are exemplified here, information can also be reported via vibration or light. Additionally, multiple methods of reporting information can be combined, such as sound, display, vibration, or light. Furthermore, the combination or notification method can be different depending on the level of the reported information (e.g., urgency). Additionally, the display device 92 includes a navigation device.

[0049] The input device 93 is a switch assembly located in a position that the driver can operate to give instructions to the vehicle 1, but may also include a voice input device.

[0050] ECU 29 controls the braking device 10 and the parking brake (not shown). The braking device 10 is, for example, a disc brake, installed on each wheel of the vehicle 1, which decelerates or stops the vehicle 1 by applying resistance to the rotation of the wheels. ECU 29 controls the operation of the braking device 10 in accordance with the driver's driving operation (braking operation) detected by the operation detection sensor 7b installed on the brake pedal 7B. When the vehicle 1 is in automatic driving mode, ECU 29 automatically controls the braking device 10 in accordance with the instructions from ECU 20, controlling the deceleration and stopping of the vehicle 1. The braking device 10 and the parking brake can operate to maintain the vehicle 1 in a stopped state. In addition, if the transmission of the power unit 6 is equipped with a parking lock mechanism, it can also be operated to maintain the vehicle 1 in a stopped state.

[0051] The controls performed by ECU 20 related to the autonomous driving of vehicle 1 are described below. If the driver instructs on the destination and autonomous driving is enabled, ECU 20 automatically controls vehicle 1 to move towards the destination according to the guidance route searched by ECU 24. During automatic control, ECU 20 obtains information related to the surrounding conditions of vehicle 1 (external information) from ECUs 22 and 23, and instructs ECUs 21, ECU 26, and ECU 29 based on the obtained information to control the steering, acceleration, and deceleration of vehicle 1. Information related to the surrounding conditions of vehicle 1 includes, for example, other vehicles, pedestrians, signs, traffic lights, and other public facilities.

[0052] Figure 2 This is a diagram showing the function blocks of control unit 2. Control unit 200 and... Figure 1 The corresponding control unit 2 includes an external identification unit 201, a self-position identification unit 202, an in-vehicle identification unit 203, an action planning unit 204, a drive control unit 205, an equipment control unit 206, and a communication control unit 207. Each functional block communicates via... Figure 1 This can be achieved using one or more ECUs, as shown.

[0053] The external identification unit 201 identifies external information about the vehicle 1 based on signals from the external identification camera 208 and the external identification sensor 209 through image recognition and signal analysis. Here, the external identification camera 208 is, for example,... Figure 1 The camera 41, and the sensor 209 for external identification, for example are... Figure 1 The detection units 42 and 43 are included. The external recognition unit 201 identifies scenes such as intersections, railway crossings, tunnels, free spaces such as road shoulders, and the behavior (speed, direction of travel) of other vehicles based on signals from the external recognition camera 208 and the external recognition sensor 209. The self-position recognition unit 202 identifies the current position of vehicle 1 based on signals from the GPS sensor 212. Here, the GPS sensor 212, for example, is connected to... Figure 1 The GPS sensor 24b corresponds to this.

[0054] The in-vehicle recognition unit 203 identifies the occupants of vehicle 1 based on signals from the in-vehicle recognition camera 210 and the in-vehicle recognition sensor 211, and also identifies the occupants' state. The in-vehicle recognition camera 210 is, for example, a near-infrared camera installed on the display device 92 inside vehicle 1, and detects, for example, the direction of the occupant's gaze. The in-vehicle recognition sensor 211 is, for example, a sensor that detects the occupant's biometric signals. The in-vehicle recognition unit 203 uses these signals to identify whether the occupant is drowsy, engaged in work other than driving, etc.

[0055] The action planning unit 204 plans the actions of vehicle 1, such as the optimal path and risk avoidance path, based on the identification results of the external identification unit 201 and the self-position identification unit 202. For example, the action planning unit 204 performs action planning based on entry points and endpoints such as intersections and railway crossings, and based on predictions of the behavior of other vehicles. The drive control unit 205 controls the drive force output device 213, the steering device 214, and the braking device 215 based on the action plan of the action planning unit 204. Here, the drive force output device 213, for example, is connected to... Figure 1 Corresponding to the power unit 6, the steering device 214 and Figure 1 The electric power steering device 3 corresponds to the braking device 215, which corresponds to the braking device 10.

[0056] The device control unit 206 controls devices connected to the control unit 200. For example, the device control unit 206 controls the speaker 216 to output predetermined sound messages such as warnings and navigation messages. Additionally, for example, the device control unit 206 controls the display device 217 to display predetermined interface screens. The display device 217 corresponds, for example, to the display device 92. Furthermore, for example, the device control unit 206 controls the navigation device 218 to acquire setting information from the navigation device 218.

[0057] The communication control unit 207 generates communication data according to various communication protocols and transmits and receives communication data via the communication device 219, thereby enabling vehicle-to-vehicle and road-to-vehicle communication. For example, DSRC can be used as a communication method. By using DSRC, the communication control unit 207 functions as a DSRC on-board unit, enabling vehicle-to-vehicle communication with other DSRC-using communication systems and road-to-vehicle communication with roadside equipment (RSE). Additionally, the communication control unit 207 can also communicate with portable terminals corresponding to DSRC. The DSRC communication protocol is structured as the physical layer, data link layer, and application layer of the seven layers of the OSI (Open System Interconnection) framework, and communication data is generated in at least one of these layers. Alternatively, cellular communication can be used as another communication method. By using cellular communication, the communication control unit 207 functions as a cellular communication on-board unit, enabling vehicle-to-vehicle communication with other cellular communication systems and road-to-vehicle communication with roadside equipment (RSE). In addition, the communication protocol of cellular communication is composed of the physical layer, data link layer and application layer of the seven layers of OSI (Open System Interconnection), and communication data is generated in at least one of the layers.

[0058] The control unit 200 may also appropriately include Figure 2In addition to the functional blocks shown, the control unit 200 may also include, for example, a best-path calculation unit that calculates the best path to the destination based on map information obtained via the communication device 24c. Furthermore, the control unit 200 may also... Figure 2 Information can be acquired not only from cameras and sensors, but also from other vehicles, for example, via communication device 25a. Furthermore, the control unit 200 receives detection signals not only from the GPS sensor 212, but also from various sensors installed in the vehicle 1. For example, the control unit 200 receives detection signals from door opening / closing sensors and door lock mechanism sensors installed in the door section of the vehicle 1 via an ECU configured in the door section. Thus, the control unit 200 can detect door lock / unlocking and door opening / closing actions.

[0059] The operation of this embodiment will be described below. Figure 16 (a) and Figure 16 (b) in the diagram represents a situation where vehicle 1401 stops at the temporary stop line at the intersection, and other vehicles 1402 need to enter the intersection along the curved road. Figure 16 (a) and Figure 16 In the case shown in (b), for example, based on the probability of a collision between this vehicle 1401 and other vehicles 1402, driving assistance is provided for the driver of this vehicle 1401. Examples of driving assistance include reporting to the driver, steering control for emergency avoidance, and braking control. Hereinafter, reporting to the driver will be described as one example of driving assistance, but the operation of this embodiment can also be applied to other controls in the same way. Notifications to the driver include messages to the driver, image display, and sound output.

[0060] To determine when to report to the driver, a process is performed to derive the intersection point using the future trajectory estimated based on the current position of vehicle 1401 and the future trajectory estimated based on the current positions of other vehicles 1402. If the time it takes for vehicle 1401 and other vehicles 1402 to reach their intersection point is below a threshold, a high probability of collision is determined, and a report is made to the driver. Here, the time to reach the intersection point is, for example, TTC (Time To Collision).

[0061] like Figure 16As shown in (a), when the road connecting to the intersection is curved, consider the following problem: Trajectory 1403 is a future trajectory estimated based on the current position of vehicle 1401. That is, trajectory 1403 becomes a straight line extending along the road along which vehicle 1401 is traveling. On the other hand, the trajectory estimated based on the current position of other vehicles 1402 traveling along the curved road becomes a straight line in the tangential direction of the curved road. That is, trajectory 1404 is estimated not to follow the road. As a result, as Figure 16 As shown in (a), the intersection 1405 of trajectory 1403 and trajectory 1404 is derived as the position of deviation from the intersection. Additionally, for example, if it is calculated that the time from when vehicle 1401 starts to reach intersection 1405 is 5 seconds, and the time from when other vehicle 1402 reaches intersection 1405 is also 5 seconds, and these times are determined to be greater than a threshold (e.g., 4 seconds), then the probability of a collision is considered low, and no report is made to the driver.

[0062] Figure 16 In the diagram, (b) represents the actual trajectory. The actual trajectory of the other vehicle 1402 becomes trajectory 1406, and location 1407 becomes the location where a collision is likely. In this case, for example, if the time it takes for vehicle 1401 to reach location 1407 from a stopped state is 3 seconds, and the time it takes for other vehicle 1402 to reach location 1407 is also 3 seconds, then it is determined that the collision is below a threshold and the probability of collision is high, and it is preferable to appropriately report this to the driver. However, if... Figure 16 As shown in (a), no report is made to the driver because the probability of a collision is determined to be low. Furthermore, the processing of the estimated actual trajectory 1406 is more complex than the processing of the estimated straight trajectory 1404.

[0063] Figure 17 (a) and Figure 17 (b) in the diagram illustrates a situation where vehicle 1501 is traveling through an intersection while other vehicles 1502 are entering the intersection along a curved road. Figure 17 (a) and Figure 17 In the case shown in (b), it is also the same as Figure 16 (a) and Figure 16 Similarly, in (b), a report is made on the driver of vehicle 1501 based on the probability of collision between vehicle 1501 and other vehicles 1502.

[0064] Trajectory 1503, like trajectory 1403, becomes a straight line extending along the road traveled by vehicle 1501. On the other hand, the future trajectory, presumed based on the current position of the trajectories of other vehicles 1502 traveling along the curved road, becomes a straight line in the tangential direction of the curved road. That is, trajectory 1504 is presumed to not follow the road. As a result, the intersection point 1505 of trajectory 1503 and trajectory 1504 is as follows... Figure 17 As shown in (a), the position of deviation from the intersection is derived. In addition, for example, if it is calculated that the time until the vehicle 1501 reaches the intersection 1505 is 3 seconds and the time until the other vehicle 1502 reaches the intersection 1505 is 3 seconds, and they are determined to be below a threshold (e.g., 4 seconds), then it is determined that the probability of collision is high and a report is made to the driver.

[0065] Figure 17 In the diagram (b), the actual trajectory is shown. The actual trajectory of the other vehicle 1502 becomes trajectory 1506, and location 1507 becomes the location where a collision is likely. In this case, it is considered that the time it takes for the moving vehicle 1501 to reach location 1507 is sufficiently short compared to the time it takes for the other vehicle 1502 to reach location 1507. Therefore, the actual probability of a collision is low, and thus no report to the driver is required. However, as stated above, because the probability of a collision is determined to be high, an inappropriate report to the driver may be made.

[0066] According to this embodiment, even if Figure 16 (a) and Figure 16 (b) Figure 17 (a) and Figure 17 In examples such as (b) shown in the diagram, where the road connecting to the intersection is curved, it is also possible to appropriately report to the driver.

[0067] Figure 3 This diagram illustrates the operation of this embodiment. Vehicle 301 is either stationary or in motion. Other vehicles 302 are other vehicles entering the intersection along a curved road. Figure 3 The diagram shows the positions of other vehicles 302 at two points: t = t0 and t = t0 + α after a predetermined time α. Trajectory 303 is the future trajectory estimated from the current position of vehicle 301. Trajectory 304 is the future trajectory estimated from the positions of other vehicles 302 at t = t0, and trajectory 305 is the future trajectory estimated from the positions of other vehicles 302 at t = t0 + α. Furthermore, intersection point 306 is the intersection of trajectory 304 and trajectory 303, and intersection point 307 is the intersection of trajectory 305 and trajectory 303.

[0068] like Figure 3 As shown, when other vehicles 302 enter the intersection along a curved road, the behavior of the intersection point of their trajectories is a movement towards vehicle 301 on the trajectory 303 presumed for vehicle 301. In this embodiment, if the behavior of the intersection point of the trajectory presumed for vehicle 301 and the trajectory presumed for other vehicles 302 is as described above, then the condition for reporting to the driver is set to... Figure 3 The corresponding conditions for an instance as shown.

[0069] For example, if vehicle 301 is stationary, the threshold for the time until reaching the intersection is set larger than a reference value, making it easier to report to the driver. Here, the reference value is the threshold used when other vehicles enter the intersection along a straight road, i.e., when the intersection of the estimated future trajectory for this vehicle and the estimated future trajectories for other vehicles remains stationary even with the movement of other vehicles. In other words, by setting the threshold for the time until reaching the intersection larger than the reference value, the timing until reporting to the driver is advanced. This change in the threshold prevents situations where reporting is not conducted... Figure 16 (a) and Figure 16 The reporting to the driver is as described in (b) of the diagram. Furthermore, for example, if the vehicle 301 is in motion, the threshold for the time until reaching the intersection is set smaller than the reference value, making it difficult to report to the driver. That is, by setting the threshold for the time until reaching the intersection smaller than the reference value, the timing until reporting to the driver is delayed. Through this change in the threshold, it is possible to prevent... Figure 17 (a) and Figure 17 Inappropriate reporting to the driver as described in (b) of the document.

[0070] Figure 4 , Figure 5 , Figure 6 This is a flowchart illustrating the control processing of driving assistance in this embodiment. Figure 4 , Figure 5 , Figure 6 The processing is achieved, for example, by the control unit 200 reading and executing a program stored in a memory area such as ROM. Additionally, Figure 4 , Figure 5 , Figure 6 For example, this processing is performed when the vehicle 301, which is equipped with the control unit 200, is located near an intersection. For instance, it can also be performed when the control unit 200 identifies that the vehicle is traveling near an intersection based on scene recognition. Figure 4 , Figure 5 , Figure 6 The processing.

[0071] First of all, Figure 4 The processing will be explained below. In S101, the control unit 200 acquires information indicating the vehicle's driving status. This information includes, for example, position information, speed information, yaw rate, and other information indicating the vehicle's behavior and attitude. In S102, the control unit 200 estimates the vehicle's future trajectory based on the information acquired in S101. For example, based on the vehicle's position information, speed information, and attitude information acquired in S101, the control unit 200 estimates a straight line extending in the absolute direction from the current position as a reference point as the vehicle's future trajectory and stores it in the storage area within the control unit 200. For example, Figure 3 Trajectory 303 corresponds to the trajectory estimated in S102.

[0072] In S103, the control unit 200 determines whether a predetermined time has elapsed. If it is determined that the predetermined time has not elapsed, the process in S103 is repeated; if it is determined that the predetermined time has elapsed, the process starting from S101 is repeated.

[0073] Next, regarding Figure 5 The processing steps are explained below. In S111, the control unit 200 determines whether other vehicles are present in the vicinity. The presence of other vehicles is determined if, for example, identification information of a vehicle other than the current vehicle is received via vehicle-to-vehicle communication. If no other vehicles are determined to be present, the processing from S111 is repeated. Conversely, if other vehicles are determined to be present, the process proceeds to S112. In S112, the control unit 200 acquires information indicating the driving status of other vehicles determined to be present in S111. The control unit 200 acquires information from other vehicles present within the communication range of the communication device 219. This information indicating the driving status of other vehicles includes, for example, position information, speed information, yaw rate, and other information representing the vehicle's behavior and attitude. In S113, based on the information acquired in S112, the control unit 200 estimates the future trajectories of other vehicles and stores them in the storage area within the control unit 200. For example, based on the position, speed, and attitude information of other vehicles acquired in S112, the control unit 200 estimates the future trajectories of other vehicles as a straight line extending in the direction of absolute orientation with the current position as the reference point. Figure 3 Trajectory 304 corresponds to the trajectory estimated in S113. After S113, the processing from S111 is repeated. For example, if it is determined in S111 that another vehicle exists, in S112, information indicating the driving status of that other vehicle is obtained. That is, if multiple other vehicles exist, information is obtained for each of the other vehicles.

[0074] Figure 6 The processing is done through Figure 4 The processing infers the trajectory of this vehicle, through Figure 5 The process begins when the trajectories of other vehicles are deduced. In S121, the control unit 200 acquires the trajectory of the current vehicle stored in the storage area within the control unit 200.

[0075] In S122, the control unit 200 acquires the trajectories of other vehicles stored in its storage area. Then, in S123, the control unit 200 sets the intersection point between the trajectory of its own vehicle acquired in S121 and the trajectories of other vehicles acquired in S122. However, for the trajectories of other vehicles acquired in S122, an intersection point is not necessarily set. For example, although in Figure 3 Not illustrated, but since the trajectory inferred for other vehicles traveling in the opposite lane of vehicle 301 is parallel to the trajectory 303 inferred for vehicle 301, no intersection point is set. Trajectories of other vehicles for which no such intersection point is set can also be discarded in this step. For example, Figure 3 Intersection point 306 corresponds to the intersection point set in S123. Hereinafter, in Figure 3 In the scenario shown, the intersection point 306 of the trajectory 304 estimated for other vehicles 302 and the trajectory 303 estimated for this vehicle 301 is set. In S124, the control unit 200 sets the conditions for driving assistance.

[0076] Figure 7 This is a flowchart illustrating the process of setting the conditions for driving assistance in S124. In S201, the control unit 200 waits for a predetermined time. Then, in S202, the control unit 200 acquires information about the driving status of other vehicles 302 corresponding to the intersection point set in S123. In S203, the control unit 200 estimates the future trajectory of the other vehicles based on the information acquired in S202. The estimation of the trajectory of other vehicles here is the same as the estimation method for the trajectory of other vehicles in S113. In S204, the control unit 200 sets the intersection point between the trajectory estimated for its own vehicle 301 in S102 and the trajectory estimated for other vehicles 302 in S203. Then, in S205, it is determined whether the processing of S201 to S204 has been performed a predetermined number of times. The predetermined number of times is sufficient to analyze the behavior of the intersection point. If it is determined that the predetermined number of times has not been performed, the processing from S201 onwards is repeated. On the other hand, if it is determined that the predetermined number of times has been performed, proceed to S206.

[0077] The trajectories estimated for other vehicles in S113, for example, are those corresponding to... Figure 3The trajectory 304 corresponds to t=t0. Additionally, the intersection point set in S123, for example, is... Figure 3 The intersection point 306 corresponds to this. Furthermore, after a predetermined time α, the trajectory estimated for other vehicles in S203, for example, corresponds to... Figure 3 The trajectory 305 corresponds to t = t0 + α. Additionally, the intersection point set in S204, for example, corresponds to... Figure 3 The intersection point 307 corresponds to this. The control unit 200 stores the intersection point set in S204 in a storage area such as RAM.

[0078] In S206, the control unit 200 analyzes the behavior of intersection points on the trajectory estimated for the vehicle 301 in S102 based on multiple intersection points stored in the storage area. Then, in S207, the control unit 200 determines whether the intersection point is moving towards the vehicle 301 based on the analysis result. In this determination, for example, if the distance between the intersection point and the vehicle 301 on the trajectory estimated for the vehicle 301 in S102 decreases over time, it can also be determined that the intersection point is moving towards the vehicle 301. Alternatively, the determination can be based on the fact that the position of the intersection point on the trajectory estimated for the vehicle 301 in S102 is moving towards the vehicle 301. Here, the position can be represented by coordinates of latitude and longitude, for example. That is, the behavior of the intersection point can be analyzed based on changes in the distance to the vehicle 301, or it can be analyzed based on changes in the position of the intersection point itself.

[0079] If, in S207, it is determined that the intersection is moving towards vehicle 301, in S208, the control unit 200 changes the predetermined driving assistance conditions. Here, the predetermined driving assistance conditions refer to the condition that the road connecting to the intersection is not... Figure 3 In the case where the curve is straight instead of as shown, the threshold value is predetermined as the time it takes for vehicle 301 and other vehicles 302 to reach the intersection. For example, it is 3 seconds, which is the time it takes for the vehicle to come to a safe stop without emergency braking (e.g., acceleration greater than 0.3G) when traveling at 30 km / h. Alternatively, such a value can also be determined based on the vehicle speed.

[0080] In S208, the control unit 200 changes the predetermined driving assistance conditions based on the current speed of the vehicle 301. For example, if the speed of the vehicle 301 is below a slow speed (e.g., 5 km / h), the predetermined threshold is lengthened, and this changed value is set as the threshold for the time until the intersection is reached. In other words, the predetermined driving assistance conditions are changed to make it easier to report to the driver (advancing the reporting timing). On the other hand, if the speed of the vehicle 301 is at a normal speed (faster than a slow speed), the predetermined threshold is further shortened, and this changed value is set as the threshold for the time until the intersection is reached. In other words, the predetermined driving assistance conditions are changed to make it difficult to report to the driver (delaying the reporting timing). After S208, the process ends. Figure 5 The processing.

[0081] If it is determined in S207 that the intersection point has not moved towards the vehicle 301, in S209, the control unit 200 determines whether the intersection point has moved towards the side opposite to the vehicle 301. In this determination, for example, if the distance between the intersection point and the vehicle 301 increases over time on the trajectory estimated for the vehicle 301 in S102, it can also be determined that the intersection point is moving towards the side opposite to the vehicle 301. Alternatively, for example, the determination can be made based on the position of the intersection point on the trajectory estimated for the vehicle 301 in S102, indicating that it is moving towards the side opposite to the vehicle 301. Here, the position can be represented by coordinates of latitude and longitude, for example. That is, the behavior of the intersection point can be analyzed based on changes in the distance between it and the vehicle 301, or based on changes in the position of the intersection point itself.

[0082] If, in S209, it is determined that the intersection point is moving to the side opposite to the side of vehicle 301, in S210, the control unit 200 changes the predetermined driving assistance conditions. This change may, for example, make it difficult or unnecessary to report to the driver. For instance, the threshold for the time until the intersection point is reached can be set to an extremely short time, such as 0.1 seconds.

[0083] Here, we will explain the situation where the intersection point is determined to be far away from the vehicle. Figure 8 (a) and Figure 8 (b) is a diagram used to illustrate the case where the intersection point is determined to have moved to the side opposite to the vehicle's side. Figure 8In S102, (a) indicates a situation where the road traveled by vehicle 601 is different from the road traveled by other vehicles 602. Furthermore, the position of other vehicles 603 corresponds to the position of other vehicles 602 after a predetermined time α. Trajectory 604 is the future trajectory of vehicle 601 estimated in S102. Trajectory 605 is the future trajectory of other vehicles 602 estimated in S113. Trajectory 606 is the future trajectory of other vehicles 603 estimated in S203. Additionally, intersection point 607 is the intersection point set in S123, and intersection point 608 is the intersection point set in S204.

[0084] exist Figure 8 In the case shown in (a), as time α elapses, the intersection point moves from intersection point 607 to intersection point 608. Since the road traveled by vehicle 601 is different from the road traveled by other vehicles 602, the probability of a collision is low, and there is no need to report to the driver. In this embodiment, when the intersection point moves to the side opposite to the vehicle's side, it becomes difficult or unnecessary to report to the driver, thus preventing inappropriate reporting. Furthermore, even when the road traveled by vehicle 601 merges with the road traveled by other vehicles 602, the intersection point similarly moves to the side opposite to the vehicle's side. In such cases, other vehicles 602 merge on the side of the vehicle 601's direction of travel, and other vehicles 602 are easily within the driver's field of vision, thus reducing the necessity to report to the driver. In this embodiment, when the intersection point moves to the side opposite to the vehicle's side, it becomes difficult or unnecessary to report to the driver, thus reducing the frequency of unnecessary reports.

[0085] Figure 8 (b) indicates the case where other vehicle 612 enters the intersection along a curved road. Furthermore, other vehicle 613 corresponds to the position of other vehicle 612 after a predetermined time α. Trajectory 614 is the future trajectory of this vehicle 611 estimated in S102. Trajectory 615 is the future trajectory of other vehicle 612 estimated in S113. Trajectory 616 is the future trajectory of other vehicle 613 estimated in S203. Additionally, intersection point 617 is the intersection point set in S123, and intersection point 618 is the intersection point set in S204.

[0086] exist Figure 8 In the case shown in (b), as time α passes, the intersection point also moves from intersection point 617 to intersection point 618. However, compared with... Figure 3Unlike other vehicles, other vehicles 612 enter the intersection while turning from in front of vehicle 611. That is, other vehicles 612 enter the intersection within the driver's field of vision of vehicle 611, making it less necessary for the driver to report. In this embodiment, when the intersection moves to the side opposite to the vehicle's side, it becomes difficult or unnecessary to report to the driver, thus reducing the frequency of unnecessary reports.

[0087] If, in S209, it is determined that the intersection point has not moved to the side opposite to the side of vehicle 301, in S211, the control unit 200 applies predetermined driving assistance conditions, and then ends the process. Figure 7 The processing. Furthermore, in S209, the situation where the intersection is determined not to have moved to the side opposite to the side of vehicle 301 includes a stationary intersection. In such a case, it is equivalent to the road connecting to the intersection not being... Figure 3 The curve shown is not a curve, but a straight line. Furthermore, "stationary state" includes situations where the position of the intersection point varies slightly. For example, if the position of the intersection point remains within ±0.05% of the distance between it and vehicle 301, it can also be considered a "stationary state".

[0088] Refer again Figure 6 Following S124, in S125, the control unit 200 calculates the time required for the vehicle 301 and other vehicles 302 to pass through the intersection point. The required time is calculated, for example, based on the distance from the position of each vehicle to the intersection point at a certain time and the speed information of each vehicle. Time To Collision (TTC) can also be used as the required time. Then, in S126, the control unit 200 determines whether the required time for the vehicle 301 and other vehicles 302 calculated in S125 is below a threshold set as a driving assistance condition in S124. Here, the threshold set as a driving assistance condition in S124 refers to a threshold that, for example, when the speed of the vehicle 301 is below a slow speed (e.g., 5 km / h), is changed in S208 to make the predetermined threshold longer. Alternatively, for example, when the speed of the vehicle 301 is faster than the slow speed, in S208, the threshold is changed by further shortening the predetermined threshold. In S126, if the passage time required for vehicle 301 and all other vehicles 302 is not below the threshold, no report is required to the driver; therefore, the process ends here. Figure 6 The processing. On the other hand, if the time required for the passage of this vehicle 301 and the other vehicles 302 is below the threshold, proceed to S127.

[0089] In S127, the control unit 200 determines whether the difference between the passage time required for its own vehicle 301 and the passage time required for other vehicles 302, calculated in S125, is below a threshold. If the difference in passage time is greater than the threshold, the driving assistance in S128 is not performed, and the process ends. Figure 6 The processing continues. On the other hand, if it is determined that the difference in the required time is below a threshold, proceed to S128.

[0090] In S128, the control unit 200 performs driving assistance for the driver of the vehicle 301. Driving assistance may include, for example, reporting to the driver. Reporting to the driver may also include displaying a message on the display device 217 notifying the approach of other vehicles. Alternatively, messages may be output via the speaker 216. Additionally, driving assistance may include steering control or braking control for emergency avoidance. Alternatively, reporting to the driver, steering control, and braking control may be combined. After S128, the control unit 200 returns the driving assistance conditions changed in S208 and S210 to the predetermined driving assistance conditions, and then ends the process. Figure 6 The processing.

[0091] As described above, in this embodiment, such as Figure 3 As shown, even when the road connected to the intersection is curved, it is possible to appropriately perform driving assistance to the driver of the vehicle based on the proximity of other vehicles traveling on that road.

[0092] In this embodiment, driving assistance for the vehicle 301 is described in S128. However, driving assistance for other vehicles 302 can also be performed. In this case, in S128, the control unit 200 may also send information indicating that the vehicle 301 is approaching the other vehicle 302 via the communication device 219. In this case, the information to be sent may be display data that can be displayed on a panel or the like, or sound data that can be output through a speaker or the like. In addition, in S128, driving assistance for other vehicles 302 may be performed together with driving assistance for the vehicle 301, or may be performed in place of driving assistance for the vehicle 301. Furthermore, driving assistance for the vehicle 301 and driving assistance for other vehicles 302 may be of the same type (e.g., a report to the driver) or different types of driving assistance.

[0093] Furthermore, this embodiment describes a scenario where vehicle 301 enters the intersection along a straight road, while other vehicles 302 enter the intersection along a curved road. However, even when vehicle 301 enters along a curved road and other vehicles 302 enter the intersection along a straight road, the driving assistance conditions can be changed based on the change in the position of the intersection. Figure 7 The handling of this vehicle 301 and other vehicles 302 Figure 3 The same principle applies even when the elements are in opposite positions. Below, in... Figure 3 The document explains how to handle situations where other vehicle 302 is this vehicle 301, or this vehicle 301 is other vehicle 302.

[0094] At t = t0, in S202, the control unit 200 acquires information indicating the driving status of other vehicles 302 corresponding to the intersection point set in S123. In S203, the control unit 200 estimates the future trajectories of other vehicles based on the information acquired in S202. Here, the future trajectories of other vehicles refer to trajectory 303. In S204, the control unit 200 sets the intersection point 306 between the trajectory 304 estimated for the current time point of the vehicle 301 and the trajectory 303 estimated for other vehicles 302 in S203. Then, in S205, it is determined whether the processing in S201 to S204 has been performed a predetermined number of times.

[0095] At t = t1, in S202, the control unit 200 acquires information about the driving status of other vehicles 302 corresponding to the intersection point set in S123. In S203, the control unit 200 estimates the future trajectories of other vehicles based on the information acquired in S202. Here, the future trajectories of other vehicles refer to trajectory 303. In S204, the control unit 200 sets the intersection point 307 between the trajectory 305 estimated for the current time point of the vehicle 301 and the trajectory 303 estimated for the other vehicles 302 in S203.

[0096] The result of the analysis of the behavior of the intersection point in S206 is that, in S207, the control unit 200 determines whether the intersection point on the trajectory is moving towards the vehicle 301. In this determination, for example, based on the trajectory 304 and trajectory 305 estimated for the vehicle 301, if, over time, the distance between intersection point 307 and the vehicle 301 is shorter than the distance between intersection point 306 and the vehicle 301, then it is determined that the intersection point is moving towards the vehicle 301. Figure 3 In the case shown, the aforementioned distance becomes shorter, so when other vehicles 302 are traveling at or below a slow speed, the predetermined driving assistance conditions are changed to make it easier to report to the driver.

[0097] Furthermore, in S209, the control unit 200 determines whether the intersection point is moving in the opposite direction to the side opposite to the vehicle 301, based on the analysis results in S206. In this determination, for example, based on the estimated trajectories 304 and 305 for the vehicle 301, if, over time, the distance between intersection point 307 and the vehicle 301 is longer than the distance between intersection point 306 and the vehicle 301, it is determined that the intersection point is moving in the opposite direction to the vehicle 301. For example, the vehicle 301's direction of travel might be changing from intersecting with a straight road of another vehicle 302 to the same direction as the straight road (e.g., merging). In such a case, the aforementioned distance becomes longer, thus altering the predetermined driving assistance conditions to make it difficult or impossible to report to the driver.

[0098] That is, the processing following the judgment results in S207 and S209 is the same as that already explained. Thus, Figure 7 The handling of this vehicle 301 and other vehicles 302 Figure 3 It can also be applied when the middle is in the opposite position.

[0099] In addition, Figure 6 In the processing, the distance between the set intersection point and the vehicle 301 can also be obtained after S123. Figure 9 This is a flowchart illustrating the processing in this situation. After setting the intersection point of the trajectory in S123, in S301, the control unit 200 obtains the distance between the intersection point and the vehicle 301 on the trajectory 303. Then, in S302, the control unit 200 determines whether the distance is below a threshold. Here, if it is determined to be below the threshold, the processing after S124 is executed. On the other hand, if it is determined not to be below the threshold, the process ends. Figure 9 as well as Figure 6 The system handles situations where, due to its configuration, no driving assistance is activated when the intersection point is more than a certain distance away, thus preventing situations where a report is made even though the potential collision location is still far away.

[0100] In addition, if it is determined in S207 that the intersection point is moving toward the vehicle 301, the degree of change of the predetermined driving assistance conditions can be different depending on the amount of change in the position of the intersection point. Figure 10 This is a flowchart illustrating the processing in this situation. Figure 10This describes the process in S207 where it is determined that the intersection point is moving towards the vehicle 301. In S401, the control unit 200 determines whether the change in the movement of the intersection point exceeds a threshold. The change in the movement of the intersection point could be, for example, the change in the position of the intersection point per unit time. If it is determined that the change in the movement of the intersection point does not exceed the threshold, in S403, the control unit 200 changes the predetermined driving assistance conditions in the same way as described in S208. Figure 10 In this context, the change amount at this time is represented as the time change amount A. Here, the change amount of the intersection point's position when the movement change of the intersection point is determined to be above a threshold is set as the first change amount, and the change amount of the intersection point's position when it is determined not to be above the threshold is set as the second change amount. For example, if the change amount of the intersection point's position is the second change amount (S401: No) and the speed of the vehicle 301 is a normal speed, the time change amount A is shortened by a predetermined threshold as the threshold for the time until reaching the intersection point. Alternatively, for example, if the change amount of the intersection point's position is the second change amount (S401: No) and the speed of the vehicle 301 is a slow speed, the time change amount A is extended by a predetermined time as the threshold for the time until reaching the intersection point.

[0101] On the other hand, if in S401 it is determined that the change in the movement of the intersection point is above a threshold, that is, the change in the position of the intersection point is the first change, in S402, the control unit 200 changes the predetermined driving assistance conditions based on a time change amount B that is larger than the time change amount A. A situation where the change in the movement of the intersection point is determined to be above a threshold is, for example, when the curvature of the curve on the road where another vehicle 302 is traveling is relatively large. In this case, it is presumed that the change in the movement of the intersection point will become larger thereafter. Therefore, for example, if the change in the position of the intersection point is the first change (S401: Yes) and the speed of the vehicle 301 is slow, the control unit 200 extends the predetermined threshold by the time change amount B as a threshold for the time until reaching the intersection. That is, compared to the case in S403, it is easier to report to the driver. It is assumed that another vehicle 302, which is turning at the end of a curve with large curvature, will enter the intersection in a very short time, potentially causing a collision while the vehicle 301 increases its speed to its normal speed. According to this embodiment, when it is determined that the movement of the intersection point changes significantly, the amount of change of the predetermined driving assistance conditions is increased, thereby further improving the possibility of avoiding collisions.

[0102] On the other hand, for example, if the change in the position of the intersection is the first change (S401: Yes) and the speed of the vehicle 301 is normal, the time change amount B of the predetermined threshold is shortened as a threshold for the time until reaching the intersection. That is, it is more difficult to report to the driver compared to the case of S403. A large change in the movement of the intersection indicates that other vehicles 302 are in a curved state. Therefore, it is assumed that the vehicle 301, traveling at a normal speed, is more likely to pass through the intersection before other vehicles 302. According to this embodiment, when it is determined that the change in the movement of the intersection is large, the change amount of the predetermined driving assistance condition is increased, thereby further reducing the frequency of unnecessary reports. After S402 and S403, proceed to Figure 6 S125.

[0103] [Second Implementation]

[0104] The following describes the differences between this embodiment and the first embodiment. In the first embodiment, using... Figure 3 The example shown illustrates a scenario involving an intersection. Figure 3 The calculation did not consider vehicles entering the intersection from the right. However, in reality, as shown in the example... Figure 11 As shown, imagine another vehicle 901 entering the intersection from the right. Figure 11 In the diagram, trajectory 902 is a future trajectory derived from a straight line using the current position of other vehicles 901 as a base point. Intersection point 903 is the intersection of trajectory 902 and trajectory 303.

[0105] In cases where there are multiple intersections with trajectories estimated for multiple other vehicles, the intersection closer to the vehicle is usually prioritized for processing, and the likelihood of collision with the corresponding other vehicle is assessed to implement driving assistance. Figure 12 This diagram represents the case where the roads connecting to the intersection are straight lines. Figure 12 The diagram shows the vehicle 1001 entering the intersection from below, another vehicle 1002 entering from the left, and another vehicle 1003 entering from the right. Trajectory 1004 is the future trajectory estimated by a straight line from the current position of vehicle 1001. Trajectory 1005 is the future trajectory estimated by a straight line from the current position of other vehicle 1002. Trajectory 1006 is the future trajectory estimated by a straight line from the current position of other vehicle 1003. Intersection point 1007 is the intersection of trajectory 1004 and trajectory 1005, and intersection point 1008 is the intersection of trajectory 1004 and trajectory 1006. If the above method for determining intersection points is applied... Figure 12 If the intersection point 1007 is prioritized over the intersection point 1008, the driver assistance function is executed based on the probability of collision with other vehicles 1002.

[0106] However, if the above-described method for determining the intersection point is applied to vehicles entering the intersection along a curved road, as in this embodiment, then... Figure 11 As shown, intersection point 903 is prioritized over intersection point 306. Figure 11 As shown at location 904, it is actually assumed that the probability of other vehicles 302 colliding with this vehicle 301 is higher than that of other vehicles 901, so it is necessary to prioritize the intersection point 306 relative to the intersection point 903.

[0107] In this embodiment, when there are multiple intersection points between the trajectory estimated for multiple other vehicles and the trajectory estimated for this vehicle, a priority is assigned to each intersection point. Then, the intersection point with the highest priority is selected as the processing target, and the probability of collision with other vehicles corresponding to that intersection point is determined to perform driving assistance.

[0108] Figure 13 It is a flowchart representing the process of determining the intersection of objects. Figure 13 The processing in Figure 6 This is performed after S123. After S123, in S501, the control unit 200 determines whether there are multiple intersection points set in S123. If it is determined that there are no multiple intersection points, then proceeds to... Figure 6 S124. On the other hand, if it is determined that there are multiple intersections, the process proceeds to S502. S502 to S506 are then executed repeatedly for each intersection.

[0109] In S502, the control unit 200 focuses on any intersection point and obtains the time required for the vehicle 301 to pass through that intersection point. The required time is calculated, for example, based on the speed of the vehicle 301 at that time and the distance to the intersection point on the estimated trajectory for the vehicle. In S503, the control unit 200 assigns (sets) a first priority to the currently focused intersection point based on the required time calculated in S502. Here, the first priority is a pre-set priority for a range of required times, as described below.

[0110] • If the required time is less than 3 seconds, 4 minutes

[0111] • If the required time is 3 to 3.5 seconds, then 3 minutes

[0112] • If the time required to pass is more than 3.5 seconds, 2 minutes

[0113] For example, in Figure 11Regarding intersection 306, if vehicle 301 requires 5 seconds to pass through, intersection 306 is assigned 2 points as the first priority. Similarly, regarding intersection 903, if vehicle 301 requires 3 seconds to pass through, intersection 903 is assigned 3 points as the first priority. Figure 12 Regarding intersection 1007, if the time required for vehicle 1001 to pass through is 2.9 seconds, then intersection 1007 is assigned 4 points as the first priority. Furthermore, regarding intersection 1008, if the time required for vehicle 1001 to pass through is 3.3 seconds, then intersection 1008 is assigned 3 points as the first priority.

[0114] Next, in S504, the control unit 200 analyzes the behavior of the intersection point. For example, based on the positions of the intersection point at multiple times, the control unit 200 determines whether the intersection point of interest is stationary, moving towards the vehicle on a trajectory estimated for the vehicle, or moving towards the opposite side of the vehicle. This determination can be made simply by classifying the behavior of the intersection point into these three categories; for example, it can also be based on two positions acquired at minute time intervals. In S505, based on the analysis results of S505, the control unit 200 assigns a second priority to the intersection point of interest. Here, the second priority is predetermined based on the behavior of the intersection point, for example, as described below.

[0115] • 0 points when stationary

[0116] • When moving towards the side of this vehicle, 2 points

[0117] • When moving to the side opposite to the vehicle's side, 0 points

[0118] For example, in Figure 11 If intersection point 306 moves towards the vehicle's side, it is assigned 2 points as a second priority. Conversely, if intersection point 903 remains stationary, it is assigned 0 points as a second priority. Furthermore, in... Figure 12 If intersection point 1007 is stationary, then intersection point 1007 is assigned 0 points as the second priority. Similarly, if intersection point 1008 is stationary, then intersection point 1008 is assigned 0 points as the second priority.

[0119] Next, in S506, the control unit 200 calculates the priority of the currently interested intersection. For example, the control unit 200 calculates the sum of the first priority assigned in S503 and the second priority assigned in S505. For example, in Figure 11 In the problem, for intersection point 306, calculate 2 + 2 = 4 points; for intersection point 903, calculate 3 + 0 = 3 points. Additionally, in... Figure 12Regarding the intersection point 1007, we calculate 4 + 0 = 4 points. Additionally, regarding the intersection point 1008, we calculate 3 + 0 = 3 points.

[0120] Repeat steps S502 through S506 for each of the multiple intersection points. Alternatively, steps S502 through S506 can be performed in parallel for each of the multiple intersection points.

[0121] In S507, the control unit 200, based on the priority calculated in S506, determines which intersections are the targets of driving assistance. For example, the control unit 200 determines the intersection with the highest priority as the target intersection. Figure 11 In this context, because intersection 306 has a higher priority than intersection 903, intersection 306 is chosen as the intersection of the objects being processed. Additionally, in... Figure 12 In the process, intersection 1007 has a higher priority than intersection 1008, therefore intersection 1007 is determined as the intersection of the objects to be processed. After S507, proceed to... Figure 6 S124. In S124, execution is performed on other vehicles corresponding to the intersection point determined to be the processing target. Figure 7 The processing.

[0122] As described above, according to this embodiment, driving assistance can be appropriately performed even in the presence of multiple other vehicles.

[0123] In this embodiment, with Figure 11 The example of the intersection shown is provided for illustration. However, in cases where multiple other vehicles are present, not limited to all other vehicles traveling on the road, for example, consider the scenario where other vehicles are detected in a parking lot adjacent to the road in S111. In such a case, the probability of a collision between this vehicle and another vehicle traveling slowly in the parking lot is considered extremely low, so even if an intersection is established, it is preferable to exclude it from the scope of driver assistance processing.

[0124] Figure 14 This diagram illustrates a situation where other vehicles are present in a parking lot adjacent to an intersection. Here, vehicle 1201 and other vehicles 1202 are traveling on the road, while vehicle 1203 is moving slowly within the parking lot. Figure 14 In the diagram, trajectory 1204 is a future trajectory derived from a straight line using the current position of vehicle 1201 as a base point. Similarly, trajectory 1205 is a future trajectory derived from a straight line using the current positions of other vehicles 1202 as base points. Trajectory 1206 is a future trajectory derived from a straight line using the current positions of other vehicles 1203 as base points. Intersection point 1207 is the intersection of trajectories 1204 and 1205, and intersection point 1208 is the intersection of trajectories 1204 and 1206.

[0125] like Figure 14 As shown, there are two intersection points. In this case, the intersection point closer to the vehicle is prioritized for processing, and the likelihood of collision with the corresponding other vehicle is assessed to execute driving assistance. However, as mentioned above, the likelihood of collision with other vehicle 1203 is considered extremely low, so from the viewpoint of processing load, it is also preferable to exclude it from the processing targets of driving assistance. Therefore, it is also possible to... Figure 6 After S123, execute Figure 15 The processing shown.

[0126] Figure 15 This is a flowchart illustrating the processing of the object that is limited to driving assistance. Figure 15 It is executed at each intersection point.

[0127] In S601, the control unit 200 focuses on the intersection point and determines whether the distance from the vehicle 1201 to the intersection point is less than a threshold. This threshold is, for example, related to... Figure 9 The threshold in S302 corresponds to this. Alternatively, TTC can also be used as the threshold, for example. If the distance is determined to be less than the threshold, in S604, the control unit 200 designates that intersection point as a subsequent processing target and focuses on the next intersection point, repeating the processing from S601. With this configuration, intersection points within a certain distance can be treated as processing targets. On the other hand, if the distance is determined to be not less than the threshold (above the threshold), in S602, the control unit 200 determines whether the speed of other vehicles corresponding to that intersection point is above the threshold. Here, the threshold can be, for example, the walking speed of a person. If the speed is determined to be above the threshold, in S604, the control unit 200 designates that intersection point as a subsequent processing target and focuses on the next intersection point, repeating the processing from S601. With this configuration, other vehicles with speeds above a certain threshold can be treated as processing targets. On the other hand, if the vehicle speed is determined to be below the threshold (not exceeding the threshold), in S603, the control unit 200 excludes that intersection from the processing target and focuses on the next intersection, repeating the processing from S601. With this configuration, for example in... Figure 14 If other vehicles (1203) are moving slowly, intersection 1208 will not be processed except for that point. Figure 13 This process (priority assignment) reduces the processing load. After processing all intersections, it proceeds to... Figure 13 The processing after S502 assigns priority to the intersection of the objects to be processed, as determined in S604.

[0128] In this way, other vehicles, such as those moving slowly in the parking lot, are not considered as targets of driver assistance processing and therefore do not require priority processing, thus reducing the processing load. Furthermore, the criteria for determining whether a vehicle is excluded from driver assistance processing are not limited to... Figure 15 The determination criteria are shown. For example, it can be determined whether the time required for other vehicles to pass through to the intersection is above a threshold. That is, if other vehicles are moving slowly, the time required to pass through to the intersection tends to increase. Therefore, if the time required to pass through is above the threshold, it can be determined that other vehicles are moving slowly, and based on this determination, it can be decided that the vehicle is not a processing target. In addition, map information can also be used as a determination criterion for setting a vehicle as a processing target for driving assistance. For example, the distance to the target vehicle in S601 can be obtained from the location information contained in the map information.

[0129] <Summary of Implementation Methods>

[0130] The vehicle control device of each of the above embodiments includes: a first acquisition unit (S101) that acquires information indicating the driving status of the vehicle; a first estimation unit (S102) that estimates the future trajectory of the vehicle based on the information indicating the driving status of the vehicle acquired by the first acquisition unit; a second acquisition unit (S112) that acquires information indicating the driving status of other vehicles different from the vehicle; a second estimation unit (S113) that estimates the future trajectory of the other vehicles based on the information indicating the driving status of the other vehicles acquired by the second acquisition unit; and a determination unit ( Figure 6 The determination unit (S128) determines whether to perform driving assistance based on the position change of the intersection point between the future trajectory of the vehicle estimated by the first estimation unit and the future trajectory of the other vehicle estimated by the second estimation unit; and the execution unit (S128) executes the driving assistance if the determination unit determines that the driving assistance should be performed.

[0131] Based on this configuration, even if the road shape entering the intersection is curved and connected to the intersection, appropriate driving assistance can be provided based on the probability of collisions between vehicles.

[0132] Furthermore, the determination unit also determines whether to execute the driving assistance (S126, S127) based on a first passage time required for the vehicle to pass the intersection and a second passage time required for other vehicles to pass the intersection. Additionally, if both the first and second passage times are below a threshold, the determination unit determines to execute the driving assistance (S126). Furthermore, if the difference between the first and second passage times is below a threshold, the determination unit determines to execute the driving assistance (S127).

[0133] Based on this configuration, driving assistance can be performed when the driving conditions of this vehicle and other vehicles meet the requirements.

[0134] Furthermore, when the vehicle speed is below a threshold indicating the vehicle's driving status, and the vehicle moves towards the vehicle at the intersection point, the determination unit is more likely to determine that the driving assistance should be executed (S208) compared to the case where the vehicle does not move towards the vehicle. Conversely, when the vehicle speed is above a threshold indicating the vehicle's driving status, and the vehicle moves towards the vehicle at the intersection point, the determination unit is less likely to determine that the driving assistance should be executed (S208) compared to the case where the vehicle does not move towards the vehicle.

[0135] With this configuration, for example, it is easy to perform driving assistance when the vehicle is stopped, but difficult to perform driving assistance when the vehicle is traveling at normal speed.

[0136] Furthermore, when the vehicle speed is below a threshold indicating the vehicle's driving status, and the position change at the intersection point is a first change, the determination unit is more likely to determine that the driving assistance should be executed (S208) compared to when the position change at the intersection point is a second change smaller than the first change. Conversely, when the vehicle speed is above a threshold indicating the vehicle's driving status, and the position change at the intersection point is a first change, the determination unit is less likely to determine that the driving assistance should be executed (S208) compared to when the position change at the intersection point is a second change smaller than the first change.

[0137] Based on this configuration, if the vehicle is stopped when other vehicles are traveling on roads with high curvature, it is easier to activate driving assistance; if the vehicle is traveling at normal speed, it is more difficult to activate driving assistance.

[0138] Furthermore, when the position of the intersection point moves to the side opposite to the side of the vehicle, it is more difficult for the determination unit to determine that the driving assistance is to be performed compared to when it moves towards the side of the vehicle (S210).

[0139] Based on this configuration, in situations where the driving assistance is not properly implemented, it can make the driving assistance difficult to execute.

[0140] Additionally, the vehicle control device also includes an acquisition unit (S201-S205) that acquires the position of the intersection point at a first time and the position of the intersection point at a second time after the first time. The case where the intersection point moves towards the vehicle side means that the position of the intersection point at the second time is closer to the vehicle side than the position of the intersection point at the first time. Conversely, the case where the intersection point moves towards the side opposite to the vehicle side means that the position of the intersection point at the second time is closer to the side opposite to the vehicle side than the position of the intersection point at the first time.

[0141] Based on this configuration, for example, by repeatedly acquiring information representing the driving status of vehicles at predetermined time intervals, it is possible to analyze the behavior of intersections.

[0142] Furthermore, the change in the position of the intersection point is a change in position within a predetermined distance from the vehicle. This configuration prevents the activation of driving assistance when the intersection point is located far from the vehicle.

[0143] Furthermore, the threshold that is easily determined by the determination unit to include increasing the time required for the vehicle to pass the intersection when performing the driving assistance is difficult to determine by the determination unit to include decreasing the threshold when performing the driving assistance is difficult.

[0144] Based on this configuration, by changing the pre-defined thresholds, it is possible to make driving assistance easy or difficult to execute.

[0145] In addition, the vehicle control device also includes a setting unit ( Figure 13 The setting unit assigns priorities to a first intersection point between the future trajectory of the current vehicle and the future trajectory of a first other vehicle, and a second intersection point between the future trajectory of the current vehicle and the future trajectory of a second other vehicle. The determination unit determines whether to execute the driving assistance based on the positional change of the intersection point with higher priority among the first and second intersection points. Furthermore, the priority is set based on the behavior of the intersection point and the time required for the current vehicle to pass through the intersection point.

[0146] Based on this configuration, even in the presence of multiple other vehicles, it is possible to appropriately determine the intersection point that will be the subject of processing.

[0147] In addition, the vehicle control device also includes a decision unit ( Figure 13 The decision unit determines which of the following intersection points—a first intersection point between the future trajectory of the current vehicle and the future trajectory of a first other vehicle, and a second intersection point between the future trajectory of the current vehicle and the future trajectory of a second other vehicle—will be the object of the decision unit's determination. The decision unit determines the intersection point that will be the object of the determination unit based on the speed of the other vehicles and the respective distances from the current vehicle to the first and second intersection points.

[0148] Based on this configuration, even in the presence of multiple other vehicles, intersections that are unsuitable for processing can be excluded.

[0149] This invention is not limited to the embodiments described above, and various modifications and alterations can be made within the scope of the spirit of this invention.

Claims

1. A vehicle control device characterized by comprising: the vehicle control device includes: a first acquisition unit that repeatedly acquires travel state information including position information, speed information, and attitude information of a host vehicle; a first estimation unit that repeatedly estimates a first virtual straight line extending in a traveling direction of the host vehicle with a position of the host vehicle as a base point, on the basis of the travel state information of the host vehicle acquired by the first acquisition unit; a second acquisition unit that repeatedly acquires travel state information including position information, speed information, and attitude information of another vehicle different from the host vehicle; a second estimation unit that repeatedly estimates a second virtual straight line extending in a traveling direction of the other vehicle with a position of the other vehicle as a base point, on the basis of the travel state information of the other vehicle acquired by the second acquisition unit; an intersection estimation unit that repeatedly estimates a position of an intersection of both the first virtual straight line estimated by the first estimation unit and the second virtual straight line estimated by the second estimation unit; a time of arrival estimation unit that estimates a first time of arrival of the host vehicle to the intersection, on the basis of the speed information of the host vehicle and the position of the intersection; a threshold value setting unit that sets a threshold value used for comparison with the first time of arrival, on the basis of a change in distance between the position of the intersection and the position of the host vehicle according to the position information of the host vehicle; a determination unit that determines whether or not to execute a driving assist, on the basis of the first time of arrival estimated by the time of arrival estimation unit and the threshold value set by the threshold value setting unit; and an execution unit that executes the driving assist when the determination unit determines to execute the driving assist.

2. The vehicle control device according to claim 1, characterized in that: the time of arrival estimation unit further estimates a second time of arrival of the other vehicle to the intersection, on the basis of the speed information of the other vehicle and the position of the intersection, the determination unit determines to execute the driving assist at least with a condition that both the first time of arrival and the second time of arrival are below the threshold value.

3. The vehicle control device according to claim 1, characterized in that: the time of arrival estimation unit further estimates a second time of arrival of the other vehicle to the intersection, on the basis of the speed information of the other vehicle and the position of the intersection, the determination unit determines to execute the driving assist when both the first time of arrival and the second time of arrival are below the threshold value and a difference between the first time of arrival and the second time of arrival is below a second threshold value.

4. The vehicle control device according to claim 1, characterized in that: the threshold value setting unit sets the threshold value when a distance between the position of the intersection and the position of the host vehicle becomes shorter, the threshold value setting unit sets the threshold value in such a manner that the threshold value becomes a larger value when the speed information of the host vehicle indicates a vehicle speed below a predetermined value. ​ 5. The vehicle control device according to claim 1, characterized in that the threshold value setting unit sets the threshold value in a manner that the threshold value becomes a smaller value, in a case where the distance between the position of the intersection and the position of the host vehicle becomes shorter, the threshold value setting unit sets a first threshold value, in a case where the speed information of the host vehicle indicates a vehicle speed that is below a predetermined value and the amount of change per unit time of the position of the intersection is a first amount of change, the threshold value setting unit sets a second threshold value, in a case where the speed information of the host vehicle indicates a vehicle speed that is below the predetermined value and the amount of change is a second amount of change that is smaller than the first amount of change, the first threshold value is larger than the second threshold value.

6. The vehicle control device according to claim 4, characterized in that the threshold value setting unit sets the threshold value in a manner that the threshold value becomes a smaller value, in a case where the speed information of the host vehicle indicates a vehicle speed that is larger than the predetermined value.

7. The vehicle control device according to claim 4, characterized in that the threshold value setting unit sets a fourth threshold value, in a case where the speed information of the host vehicle indicates a vehicle speed that is larger than the predetermined value and the amount of change per unit time of the position of the intersection is a third amount of change, the threshold value setting unit sets a fifth threshold value, in a case where the speed information of the host vehicle indicates a vehicle speed that is larger than the predetermined value and the amount of change is a fourth amount of change that is smaller than the third amount of change, the fourth threshold value is smaller than the fifth threshold value.

8. The vehicle control device according to claim 1, characterized by the threshold value setting unit sets the threshold value in a manner that the threshold value becomes a smaller value, in a case where the distance between the position of the intersection and the position of the host vehicle becomes longer.

9. The vehicle control device according to claim 1, characterized by the estimation based on the arrival time estimation unit, the setting based on the threshold value setting unit, the determination based on the determination unit, and the execution based on the execution unit are not performed, for the intersection that is not located within a predetermined distance from the position of the host vehicle.

10. The vehicle control device according to claim 1, characterized in that the second acquisition unit repeatedly acquires the travel condition information of a first other vehicle and a second other vehicle that are other vehicles, respectively, the second estimation unit repeatedly estimates a second virtual straight line that extends in a direction of travel of the first other vehicle with the position of the first other vehicle as a base point, a second virtual straight line that extends in a direction of travel of the second other vehicle with the position of the second other vehicle as a base point, based on the travel condition information of the first other vehicle and the second other vehicle that are acquired by the second acquisition unit, respectively, the intersection estimation unit repeatedly estimates the position of a first intersection of both the first virtual straight line and the second virtual straight line estimated by the second estimation unit for the first other vehicle, the position of a second intersection of both the first virtual straight line and the second virtual straight line estimated by the second estimation unit for the second other vehicle, The arrival time estimation unit estimates, based on the speed information of the host vehicle, an arrival time of the host vehicle to the first intersection, an arrival time of the host vehicle to the second intersection, The vehicle control device further has a priority setting unit that sets a first priority to the first intersection based on a change in distance between the position of the first intersection and the position of the host vehicle and the arrival time of the host vehicle to the first intersection, sets a second priority to the second intersection based on a change in distance between the position of the second intersection and the position of the host vehicle and the arrival time of the host vehicle to the second intersection, and the threshold value setting unit sets the threshold value based on the first priority and the second priority based on a change in distance between the position of the intersection having a higher priority among the first intersection and the second intersection and the position of the host vehicle.

11. The vehicle control device according to claim 10, wherein with respect to the first intersection and the second intersection, (i) both the first intersection and the second intersection are located within a predetermined distance from the position of the host vehicle, (ii) the first intersection is located within a predetermined distance from the position of the host vehicle, and the second intersection is not located within the predetermined distance from the position of the host vehicle, but the speed information of the second other vehicle corresponding to the second intersection indicates a vehicle speed of a predetermined value or more, or (iii) neither the first intersection nor the second intersection is located within a predetermined distance from the position of the host vehicle, but both the speed information of the first other vehicle corresponding to the first intersection and the speed information of the second other vehicle corresponding to the second intersection indicate a speed of a predetermined value or more.

12. A vehicle control method that is executed in a vehicle control device, the vehicle control method characterized by comprising: the vehicle control method has: a first acquisition step in which travel condition information including position information, speed information, and attitude information of a host vehicle is repeatedly acquired; a first estimation step in which a first virtual straight line extending in a traveling direction of the host vehicle with the position of the host vehicle as a base point is repeatedly estimated based on the travel condition information of the host vehicle acquired in the first acquisition step; a second acquisition step in which travel condition information including position information, speed information, and attitude information of another vehicle different from the host vehicle is repeatedly acquired; a second estimation step in which a second virtual straight line extending in a traveling direction of the other vehicle with the position of the other vehicle as a base point is repeatedly estimated based on the travel condition information of the other vehicle acquired in the second acquisition step; an intersection estimation step in which a position of an intersection of both the first virtual straight line estimated in the first estimation step and the second virtual straight line estimated in the second estimation step is repeatedly estimated. a time-of-arrival estimation step in which a first time of arrival of the host vehicle at the intersection point is estimated based on the speed information of the host vehicle and the position of the intersection point; a threshold value setting step in which a threshold value for comparison with the first time of arrival is set based on a change in distance between the position of the intersection point and the position of the host vehicle according to the position information of the host vehicle; a determination step in which it is determined whether or not to perform driving assistance based on the first time of arrival estimated in the time-of-arrival estimation step and the threshold value set in the threshold value setting step; and a performance step in which the driving assistance is performed when it is determined in the determination step to perform the driving assistance.

13. A computer-readable storage medium storing a program that causes a computer to function as: a host vehicle position information acquisition unit that acquires position information of a host vehicle; a host vehicle speed information acquisition unit that acquires speed information of the host vehicle; a host vehicle attitude information acquisition unit that acquires attitude information of the host vehicle; a first virtual straight line estimation unit that estimates a first virtual straight line extending in a traveling direction of the host vehicle with the position of the host vehicle as a base point based on the position information, the speed information, and the attitude information of the host vehicle; a different vehicle position information acquisition unit that acquires position information of another vehicle different from the host vehicle; a different vehicle speed information acquisition unit that acquires speed information of the other vehicle; a different vehicle attitude information acquisition unit that acquires attitude information of the other vehicle; a second virtual straight line estimation unit that estimates a second virtual straight line extending in a traveling direction of the other vehicle with the position of the other vehicle as a base point based on the position information, the speed information, and the attitude information of the other vehicle; an intersection point position estimation unit that estimates a position of an intersection point of the first virtual straight line and the second virtual straight line; a first time-of-arrival estimation unit that estimates a first time of arrival of the host vehicle at the intersection point based on the speed information of the host vehicle and the position of the intersection point; a threshold value setting unit that sets a threshold value for comparison with the first time of arrival based on a change in distance between the position of the intersection point and the position of the host vehicle according to the position information of the host vehicle; a determination unit that determines whether or not to perform driving assistance based on the first time of arrival and the threshold value; and a performance unit that performs driving assistance when it is determined to perform the driving assistance.

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